EP1963167B1 - Dispositif de deplacement a verin hydraulique - Google Patents

Dispositif de deplacement a verin hydraulique Download PDF

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Publication number
EP1963167B1
EP1963167B1 EP06830677A EP06830677A EP1963167B1 EP 1963167 B1 EP1963167 B1 EP 1963167B1 EP 06830677 A EP06830677 A EP 06830677A EP 06830677 A EP06830677 A EP 06830677A EP 1963167 B1 EP1963167 B1 EP 1963167B1
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EP
European Patent Office
Prior art keywords
hydraulic cylinder
pump
carriage
control
hydraulic
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP06830677A
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German (de)
English (en)
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EP1963167A1 (fr
EP1963167B9 (fr
Inventor
José Manuel ALGÜERA
Martin Richter
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Jost Werke SE
Original Assignee
Jost Werke SE
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Filing date
Publication date
Application filed by Jost Werke SE filed Critical Jost Werke SE
Publication of EP1963167A1 publication Critical patent/EP1963167A1/fr
Publication of EP1963167B1 publication Critical patent/EP1963167B1/fr
Application granted granted Critical
Publication of EP1963167B9 publication Critical patent/EP1963167B9/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D53/00—Tractor-trailer combinations; Road trains
    • B62D53/04—Tractor-trailer combinations; Road trains comprising a vehicle carrying an essential part of the other vehicle's load by having supporting means for the front or rear part of the other vehicle
    • B62D53/08—Fifth wheel traction couplings
    • B62D53/0807—Fifth wheel traction couplings adjustable coupling saddles mounted on sub-frames; Mounting plates therefor
    • B62D53/0814—Fifth wheel traction couplings adjustable coupling saddles mounted on sub-frames; Mounting plates therefor with adjustment of the clearance between the tractor or the trailer

Definitions

  • the invention relates to a displacement device for a tractor arranged on a fifth wheel comprising a substructure with at least two aligned in the direction of travel guide rails, a movable carriage which carries the fifth wheel and engages the guide rails, and a motor drive unit.
  • Displacement devices are for example from the DE-AS 17 80 488 , of the EP 0 503 954 A1 or the DE 199 44 684 C1 known.
  • a displacement device which comprises two guide rails with toothed bars on which a carriage is slidably mounted, which carries a fifth wheel.
  • a locking device is arranged with locking jaws which engage in toothed racks.
  • the US-A-4429892 discloses a shifting apparatus according to the preamble of claim 1.
  • wind deflectors are often mounted on the cab of the tractor to overflow the air to guide the gap.
  • it is basically useful to make the gap or gap as small as possible.
  • a gap that is set too small could cause cornering or load change reactions during braking of the semitrailer to impact the semitrailer front or its corners on the driver's cab.
  • the motorized drive unit makes it possible to change the position of the fifth wheel with the help of the hydraulic cylinder while driving in a regular operation.
  • the gap so the size of the gap between the cab and the semi-trailer, is individually adjustable depending on the driving situation, so that the distance at slow speed, for example, when maneuvering, or stand tall and fast highway driving with low steering deflections of the towing vehicle small can be chosen.
  • the turbulence between towing vehicle and semi-trailer can be significantly reduced thereby, especially when driving fast.
  • the travel of the carriage or the fifth wheel fixedly arranged thereon is preferably between 150 mm and 300 mm, particularly preferably 200 mm or optionally 250 mm.
  • the main advantage of the invention is that the adjustment can be done quickly, especially if the driver reacts very late. This is the case, for example, when the driver drives into a corner at too high a speed and brakes hard at the last moment. Other scenarios of a so-called panic braking represent a sudden full braking or sharp evasive maneuvers of the tractor.
  • the gap between towing vehicle and semitrailer must be expanded as quickly as possible by pressurizing the hydraulic cylinder to a sufficiently large extent.
  • the adjustment speed of the carriage should be at least 20 mm / s or more favorably still 30 mm / s.
  • the hydraulic cylinder should be equipped for this purpose with its own hydraulic circuit, which is matched in terms of its dimensions on the hydraulic cylinder and in any driving situation provides sufficient operating pressure for panic braking in a period of less than 1 second. Consequently, the hydraulic circuit should also have its own hydraulic pump, which advantageously has a target electrical power consumption of less than 1000 watts.
  • the volume flow rate may be between 8 l / min and 12 l / min, more preferably 10 l / min.
  • Suitable pump types are vane pumps, external gear pumps or Mialkolbenpumpen in question.
  • the hydraulic cylinder engages a first end on the carriage and is attachable with a second end to a fixed component of the towing vehicle.
  • the hydraulic cylinder should engage the carriage from the driver's side, that is, from the front, so that the retraction area of the fifth wheel remains free and the hydraulic cylinder is not damaged during coupling by the semitrailer.
  • the stationary component is formed by the substructure.
  • the substructure can be provided with crossbars at least at the ends in addition to the guide rails for stiffening. These allow a modular design and can also be used as an abutment for the second end of the hydraulic cylinder.
  • the hydraulic cylinder is double-acting, so that a single cylinder can be used for both the forward movement and the backward movement of the carriage.
  • the double-acting hydraulic cylinder is a synchronous cylinder and / or differential cylinder.
  • a synchronous cylinder the same amount is pushed out of the cylinder and fed back on the other side. This is particularly favorable if no intermediate or expansion tank is present.
  • the hydraulic circuit comprises a control valve which controls the travel of the hydraulic cylinder.
  • This control valve is connected to an electronic control unit and receives from there a signal for moving the carriage.
  • the control unit controls the control valve both in a method of carriage in normal operation as well as in a sudden panic braking.
  • the control unit can be connected to a vehicle control unit. About this information can be retrieved with respect to the driving speed and thus the gap between towing vehicle and semi-trailer are set in normal operation.
  • Modern towing vehicles are usually equipped with a brake assist, which regulates the intensity of the deceleration due to vehicle-immanent parameters.
  • the signals generated thereby are particularly suitable as an input signal to the control unit to identify a panic braking and to trigger an extremely fast backward movement of the carriage to increase the gap size.
  • the carriage is fixed in a quasi-stationary operating state form-fitting manner by means arranged thereon blocking jaws on the guide rails, wherein the fixation is canceled only during the process of the carriage.
  • an actuator is arranged on the carriage, which moves the locking jaws in an unlocked position and a locking position, for which purpose a pneumatic cylinder is particularly suitable as an actuator.
  • the pneumatic cylinder can be connected to a compressed air supply of the towing vehicle.
  • the pneumatic cylinder should be pressurized via electromagnetic valves.
  • the electromagnetic valves are connected to the control unit, so that the method of the locking jaws in the unlocking or locking position is logically coupled to the adjustment function of the hydraulic cylinder.
  • This design allows for very fast response times in the event of panic braking and is also easy to install, since a compressed air supply on the towing vehicle is already available and an open pneumatic circuit can be selected.
  • the hydraulic circuit is constructed as an open circuit.
  • an accumulator device particularly preferably a bladder accumulator, should be arranged between the pump and the control valve. Even if fast-starting pumps are already available on the market, the reaction time of the entire displacement device can be considerably further reduced by installing an accumulator device, which is of great importance, in particular in the case of panic braking.
  • control valve is particularly preferably a 4/3-way valve in question.
  • a pressure switch is arranged between the pump and the control valve.
  • the pressure switch outputs an electrical signal, which is triggered at a preselectable pressure.
  • a pressure switch piston diaphragm and corrugated tubes can come as a pressure-transmitting element used.
  • the pressure switch is generally an introduction of control and regulating signals in the hydraulic circuit, the message of certain pressure values, for example to the control unit and an automatic pressure relief. This is achieved in particular when the pressure switch controls the operation of the pump. This can be realized by a control line directly from the pressure switch to the pump or indirectly via a control line to the controller and from there to the pump.
  • a 2/2-way valve with check valve should be arranged behind the control valve between an infeed and outfeed line of the hydraulic cylinder.
  • This arrangement allows for a fail-safe function whereby, in the event of a system failure, the hydraulic cylinder is stretched solely by external forces, thus setting a larger gap between towing vehicle and semitrailer. If necessary, the function of the blocking jaws or their actuator must be included in the fail-safe function.
  • the hydraulic circuit can also be constructed as a closed circuit.
  • the pump can be switched over in two conveying directions and acted upon depending on the desired direction of travel of the piston rod, a respective pressure chamber within the hydraulic cylinder.
  • the switching of the travel direction and thus the control of the hydraulic cylinder can be done by using a constant pump by reversing the direction of rotation of the pump.
  • the control of the hydraulic cylinder can be effected by adjusting the conveying direction.
  • the quick adjustment of the hydraulic cylinder can be triggered against the direction of travel by a biased spring element.
  • a pressure relief valve Regardless of the choice of a closed or open circuit should be arranged for safety reasons between the pump and the control valve, a pressure relief valve.
  • FIG. 1 shows a side view of a conventional tractor with a towing vehicle 1 and a coupled thereto by means of a fifth wheel 2 semi-trailer 23 when driving straight ahead.
  • the towing vehicle 1 has a driver's cab 25, the rear wall 25a of which forms a gap 24 with a trailer front 26. In this illustrated position of towing vehicle 1 and semi-trailer 23, the gap 24 is approximately 600 mm.
  • the gap 24 is necessary so that even when the towing vehicle 1 a sufficient distance between the trailer front 26 and the cab rear wall 25 a is maintained, as in the enlarged plan view of FIG. 2 is recognizable. In a towing vehicle towing vehicle 1 and trailer 23, the gap 24 has been reduced to about 250 mm.
  • the tractor is shown in a side view when driving straight ahead, the gap 24 is considerably reduced by moving the fifth wheel 2 in the direction of travel 4. This is particularly useful when driving on highways, as this makes the speed of travel and the expected reduction in air resistance particularly beneficial. At the same time, only slight steering deflections of the towing vehicle 1 are present in highway driving.
  • the fifth wheel 2 is by means of two bearing blocks 27, of which in the side view of FIG. 4 only the front is visible, fixed on a carriage 6 fixed.
  • the carriage 6 is displaceably guided in and against the direction of travel 4 on a substructure 3.
  • the substructure 3 is composed of two mutually parallel guide rails 5 and end engaging front and rear cross members 28a, 28b together.
  • a hydraulic cylinder 9 is fixed as a motor drive unit 7, the piston rod 9a protrudes to the rear and is connected end to the carriage 6.
  • the carriage 6 and thus also the fifth wheel 2 are displaced laterally to the same extent.
  • FIG. 5 shows a plan view of the displacement device, wherein the arrangement of the hydraulic cylinder 9 is particularly well seen on the box-like base 3.
  • 6 locking means are provided on the guide rails 5 and the carriage, with which a releasable positive connection between carriage 6 and substructure 3 can be made.
  • a toothing 29 On the side of the guide rails 5 is a toothing 29, which may be formed on the mutually facing inner sides of the guide rails 5 '.
  • a pump 10 is for this purpose connected to the hydraulic cylinder 9 via a supply line 18 a.
  • a second discharge line 18b extends from the hydraulic cylinder 9 to a return tank 32.
  • a control valve 11 Between the pump 10 and the hydraulic cylinder 9 is a control valve 11, to which both lines 18a, 18b are connected.
  • a pressure in the supply line 18a of the hydraulic cylinder 9 is built up via the pump 10.
  • an accumulator 16 is arranged in the feeding line 18a. In the event of a panic braking is thus immediately a sufficient pressure reservoir available, so that a small startup delay of the pump 10 can be bridged and the carriage 6 is moved immediately with the fifth wheel located thereon.
  • the travel of the hydraulic cylinder 9 is controlled via the switching position of the control valve 11.
  • the control valve 11 is connected to a control unit 12, which also takes over the control of the actuator 15 in addition to the control of the hydraulic circuit 8.
  • a control unit 12 Within the control unit 12 is a system-inherent logic query with respect to the position of the fifth wheel 2 on the base 3 in dependence on the driving speed of the towing vehicle 1 instead.
  • the triggering signal is also generated in the control unit 12.
  • the presence of a panic braking is detected by connecting the control unit 12 to a vehicle control unit 13 or a so-called brake assist.
  • the supply line 18a is connected to the purge line 18b via a bypass line to a 2/2-way valve 19 and a non-return valve 20 blocking in the direction of the purge line 18b.
  • the fifth wheel 2 is pushed back with its slide 6 in a system failure by external forces acting on the trailer 23 forces such as wind and rolling resistance in the direction of travel 30, resulting in a maximum gap 24 between the tractor 1 and the trailer after a shorter travel time of the tractor 23 sets.
  • the carriage 6 hits against the rear Crossbar 28b (see FIGS. 4 to 6 ), so that it can be claimed more strongly than the front cross-beam 28b and should be stably fixed to the guide rails 5 accordingly.
  • a possibly too high pressure in the supply line 18a is discharged via a pressure relief valve 22 in the return tank 32.
  • FIG. 8 shows an alternative embodiment of the displacement device with a closed hydraulic circuit 8, in which a switchable in its conveying direction pump 10 is used.
  • the conveying direction corresponds to the desired direction of the travel path of the hydraulic cylinder 9, so that the feeding or discharging lines 18a, 18b are consequently alternately pressurized as a function of the direction of travel of the hydraulic cylinder.
  • Both lines 18a, 18b are secured against each other with pressure relief valves 22.
  • a prestressed spring element 21 which acts on the hydraulic cylinder 9 or directly on the carriage 6.
  • a possibly too high pressure in the operating as suction line feeding or discharging line 18a, 18b is operated via a pressure operated 3/3-way valve 31 degraded.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Hydraulic Control Valves For Brake Systems (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Regulating Braking Force (AREA)
  • Actuator (AREA)
  • Chair Legs, Seat Parts, And Backrests (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Body Structure For Vehicles (AREA)

Claims (15)

  1. Dispositif de déplacement destiné à une sellette d'attelage (2) située sur un véhicule tracteur (1), comprenant
    - une structure sous-jacente (3) munie d'au moins deux rails de guidage (5) orientés dans la direction de déplacement (4),
    - un chariot mobile (6) portant ladite sellette d'attelage (2) et venant en prise avec lesdits rails de guidage (5),
    - des mâchoires de blocage (14) disposées en vis-à-vis mutuel sur ledit chariot (6) et permettant un verrouillage dudit chariot (6) dans lesdits rails de guidage (5), par concordance de formes, ainsi qu'un organe de réglage (15) amenant lesdites mâchoires de blocage (14) à une position de déverrouillage et à une position de verrouillage,
    - une unité motorisée d'entraînement (7) offrant un vérin hydraulique (9) raccordé à un circuit hydraulique (8), et une vanne de commande (11) qui est reliée à un appareil de commande (12) et pilote la course de déplacement dudit vérin hydraulique (9),
    caractérisé par le fait
    que l'appareil de commande (12) assure également le pilotage de l'organe de réglage (15), en plus du pilotage du circuit hydraulique (8).
  2. Dispositif selon la revendication 1, caractérisé par le fait que le vérin hydraulique (9) vient en prise avec le chariot (6) par une première extrémité et peut être implanté, par une seconde extrémité, sur un élément constitutif stationnaire du véhicule tracteur (1).
  3. Dispositif selon la revendication 1 ou 2, caractérisé par le fait que le vérin hydraulique (9) est réalisé à double action.
  4. Dispositif selon la revendication 3, caractérisé par le fait que le vérin hydraulique (9), à double action, est un vérin synchrone et/ou un vérin différentiel.
  5. Dispositif selon l'une des revendications 1 à 4, caractérisé par le fait que l'appareil de commande (12) peut être raccordé à un appareil (13) de commande du véhicule.
  6. Dispositif selon l'une des revendications 1 à 5, caractérisé par le fait que l'organe de réglage (15) est un vérin pneumatique.
  7. Dispositif selon l'une des revendications 1 à 6, caractérisé par le fait que le circuit hydraulique (8) est structurellement agencé comme un circuit ouvert.
  8. Dispositif selon la revendication 7, caractérisé par le fait qu'un système (16) accumulateur de pression revêtant notamment, de préférence, la forme d'un accumulateur (16) de bulles, est interposé entre une pompe (10) et la vanne de commande (11) dans le circuit hydraulique ouvert.
  9. Dispositif selon la revendication 8, caractérisé par le fait qu'un contacteur manométrique (17) est interposé entre la pompe (10) et la vanne de commande (11).
  10. Dispositif selon la revendication 9, caractérisé par le fait que le contacteur manométrique (17) pilote le fonctionnement de la pompe (10).
  11. Dispositif selon l'une des revendications 1 à 6, caractérisé par le fait que le circuit hydraulique (8) est structurellement agencé comme un circuit fermé.
  12. Dispositif selon la revendication 11, caractérisé par le fait qu'une pompe (10) peut être commutée dans deux directions de refoulement.
  13. Dispositif selon la revendication 12, caractérisé par le fait que la pompe (10) est une pompe à cylindrée constante, la commande du vérin hydraulique (9) ayant lieu par inversion du sens de rotation.
  14. Dispositif selon la revendication 12, caractérisé par le fait que la pompe (10) est une pompe à cylindrée variable, la commande du vérin hydraulique (9) ayant lieu par réglage de la direction de refoulement.
  15. Dispositif selon l'une des revendications 11 à 14, caractérisé par le fait que la course du vérin hydraulique (9) est déclenchée par un élément élastique précontraint (21), en sens inverse de la direction de déplacement (4), en vue du réglage rapide.
EP06830677A 2005-12-16 2006-12-18 Dispositif de deplacement a verin hydraulique Active EP1963167B9 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005060124A DE102005060124B4 (de) 2005-12-16 2005-12-16 Verschiebevorrichtung für eine auf einem Zugfahrzeug angeordnete Sattelkupplung
PCT/EP2006/069834 WO2007068762A1 (fr) 2005-12-16 2006-12-18 Dispositif de deplacement a verin hydraulique

Publications (3)

Publication Number Publication Date
EP1963167A1 EP1963167A1 (fr) 2008-09-03
EP1963167B1 true EP1963167B1 (fr) 2010-03-31
EP1963167B9 EP1963167B9 (fr) 2010-08-25

Family

ID=37757206

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06830677A Active EP1963167B9 (fr) 2005-12-16 2006-12-18 Dispositif de deplacement a verin hydraulique

Country Status (10)

Country Link
US (1) US8348298B2 (fr)
EP (1) EP1963167B9 (fr)
CN (1) CN101331052B (fr)
AT (1) ATE462639T1 (fr)
BR (1) BRPI0619857B1 (fr)
CA (1) CA2633862C (fr)
DE (2) DE102005060124B4 (fr)
ES (1) ES2342006T3 (fr)
RU (1) RU2409493C2 (fr)
WO (1) WO2007068762A1 (fr)

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CN102854008A (zh) * 2012-08-24 2013-01-02 浙江工业大学 发条式定时器的检验装置
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Also Published As

Publication number Publication date
BRPI0619857A2 (pt) 2011-10-25
DE102005060124B4 (de) 2011-05-05
CA2633862C (fr) 2013-09-10
CA2633862A1 (fr) 2007-06-21
US20090072515A1 (en) 2009-03-19
EP1963167A1 (fr) 2008-09-03
RU2409493C2 (ru) 2011-01-20
BRPI0619857B1 (pt) 2018-06-19
EP1963167B9 (fr) 2010-08-25
ES2342006T3 (es) 2010-06-30
RU2008129108A (ru) 2010-01-27
WO2007068762A1 (fr) 2007-06-21
DE102005060124A1 (de) 2007-06-28
ATE462639T1 (de) 2010-04-15
CN101331052A (zh) 2008-12-24
DE502006006610D1 (de) 2010-05-12
US8348298B2 (en) 2013-01-08
CN101331052B (zh) 2011-11-16

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